Reversing mechanism.



N0- 795,864- 7 PATENTED AUG. 1,1905.

REVERSING MECHANISM.

APPLIOATIONIILED 10130.27, 1904.

5 sumsmin 1.

InvenZ 7N9, 795.86%. PATENTED AUG. 1, 1905.

- J. SHOEGRAFT.

REVBRSING MECHANISM.

APPLICATION FILED DEC. 27, 1904 5 SHEETS-SHEET 2.

W/Znesses .vmuiw n GRAHAM 0o. mlowumocRAI-ums. wmnmcmmuc PATENTED AUG. 1, 1905.

J. SHOEGRAFT.

REVERSING MECHANISM.

APPLIUATION FILED 1120.21, 1904.

I n v 'nZo1- munsw a climmn co mummnoclmmcks WASIHNCTOMILC No. 795,864. PATENTED AUG. 1, 1905. J. SHOBCRAFT. REVERSING MECHANISM.

APPLICATION FILED DEG. 27, 1904.

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JUDSON SHOECRAFT, OF ESKRIDGE, KANSAS.

REVERSING MECHANISM.

Specification of Letters Patent.

Patented Aug. 1, 1905.

Application filed December 27,1904. Serial No. 238.274:-

To all whmn, it may concern:

Be it known that I, J UDSON SHoEcRAF'r, a citizen of the United States of America, residing at Eskridge, in the county ofVVabaunsee and State of Kansas, have invented new and useful Improvements in Reversing Mechanism, of which the following is a specification.

The invention has reference to block-signal systems for railways operated or controlled by electric currents, said currents being adapted automatically to operate or control visual signals and being controlled directly or inclirectly by the trains upon the tracks. Signaling devices, as semaphores, are provided at each junction-point to indicate the condition of the block or blocks ahead.

The object of my invention is as follows: to provide devices in a system of the kind described whereby the trains may be signaled automatically not only when on immediatelyad joining blocks, but also when on the second blocks from each other; to provide signaling devices having three positions, as danger, GE $5 clear, and caution, the danger-srgnalbeing the normal position and also the position when two trains are on immediately-adjoining blocks, the clear signal being the position when the track is clear for at least two blocks set forth may be accomplished, to provide the various devices herein set forth, including the circuits whereby each train will automatically be given its propersignal according to whether the track ahead for two blocks is clear or occupied and if occupied to indicate by a distinguishing-signal which block is so occupied, and to provide the various devices, means, and instrumentalities hereinafter more particularly described and claimed.

Although I have shown the signaling device as the ordinary signal-blade or semaphore, it will be understood that any other devices may be usedsuch, for instance, as lights of different colors. In the form shown in the drawings the blade in horizontal position to a train on the track indicates danger that is, train in the first block aheadin lowered position .ondary position in dotted outline.

to a double-track road, requiring only onehalf the signals for each track.

The invention consists of the parts, improvements, and combinations particularly pointed out and claimed herein.

in the drawings accompanying and forming part of this specification and in the description thereon I have illustrated the invention in its preferred form and have shown the -best mode of applying the principlesthereof; but it is to be understood that the invention itself is not confined to these drawings and the description of the drawings, that it may be applied to other uses, that parts and combinations thereof as herein separately claimed may be used in connection with other devices of a similar general nature, and that I contemplate changes in form, proportions, material; arrangement, transpositions of parts, and the substitution of equivalent members without departing from the spirit of the invention.

Figure 1 illustrates in diagram a line of railway comprising four complete and two partial blocks equipped with a system of automatic signals. including the reversing mechanism, in accordance with my invention. The signal-tower and semaphore are shown only at one point; but inasmuch as the signals at all other points are similar to this one the operation of the system will nevertheless be readily understood. gram two complete and two partial blocks of the line of railway equipped with a system and is intended to show more particularly the circuits which are closed when a train is on one of the blocks, the active circuits being represented by the heavier lines. Fig. 3 is an elevation of the automatic pole-changer,

together with some of the immediately-associated parts, the normal position of the polechanger being shown in full lines and the see- Fig. 4: is

in elevation.

Fig. 2 illustrates in diadevices for setting the signal-blade in three positions. The form shown in Figs. 5 and (3 is preferred. Fig. 5 represents the device wherein the semaphore is actuated by fluid under pressure acting upon a piston in a cylinder, with a reversing-valve to control the fluid, said valve being operated by a reversible motor. This view is a vertical center section through the line 5 5 of Fig. 6, which is a longitudinal section through the line (5 G of Fig. 5, but showing also a partial plan view of some of the other signal-operating parts. Fig. 7 is an elevation of the other device, in which the semaphore is actuated by a pitman connected direct to one of the motoroperated gears without the intervention of the fl1.1id-pressure-operated mechanism, and in this view I also show in elevation the re versible motor and other connections. Fig. 8 is a View of the gearing, the stop, and the stop-pins whereby the larger gear is turned only, partly in each direction to elevate or lower the semaphore, according to the direction in which the motor operated. This view is taken through the line 8 S of Fig. 6, although it shows the pitman as being directly connected to the gear as in Fig. 7.

Like letters and numerals of reference in dicate like or corresponding parts throughout the several views.

Referring first to the track and the manner of dividing it into blocks, as illustrated in Figs. 1 and 2, 1 and 2 are the rails, the latter being electrically continuous throughout the several blocks and the former being divided into sections by insulation 8, which determines the blocks of the system, as A, B, (j, 1), E, and F. Each block may be a half-mile, a mile, or two miles long or of such length as maybe desired. For each block 1 provide a local track-battery 1, connected with opposite rails by wires 5 and 6, respectively. Also for each block 1 provide a relay 9, also connected with opposite rails by wires 7 and 8, respectively. Normally current passes from battery through relay by way of wire 6, rail 1, wires 7 and 8, rail 2, wire 5, to battery; but when a train is on the block, as at 10, Fig. 2, the current is short-circuited through the wheels and axle, cutting out relay 9. Thus normally a circuit controlled by front contaet of the relay armatu re 85 is closed and the circuits controlled by back contact are open; but with a train upon the block the first-named circuit becomes opened and the second-named circuits become closed. It is by means of this local circuit and this relay for each block that the motor-circuits hereinafter described are controlled-win, by the front and back contacts of the armature 85; but I neither claim nor limit myself to this particular method of controlling the motor-circuits.

Referring now to the mechanism for oper ating the semaphore, (shown in Figs. 7 and 8,) at 13 on signal-tower 11 is pivoted semaphore 12, provided with connterbalance 1 1: and adapted to three positions--viz., thchorizontal position, (shown in full lines in Figs. 1, 5, and 7.) the elevated position, as shown by dotted outline 19/ in Figs. .1 and 5, and the lowered position 12', shown by dotted outline in Figs. 1 and .livoted to blade 12 is pitman 15, whose lower end is pivoted at 115 to gear 17 on shaft 32, hearing in frame-plates 31 and (S9. (fear 1'? meshes with and is driven by pinion 5 L on shaft 55 of armature 543 of the reversible motor, having the permanent field Connections are made through the motor by bimling-posts 58 58 and brushes 59 5f). By using the permanent field-magnet it is plain that by reversing the di reetion of the current through the armature-windings the direction of rotation of the armature will also be reversed, and it is also clear that any other type of motor may he used which is reversible by changing the direction of the current. A. weight 18 on gear 17 keeps the several parts in normal danger position when no cru-rent is passing through the motor and also returns them to such position from either of the other positions immediately upon breaking the motor-circuit. On a lug 31), secured to frameplate 3.1, is a step 122, adapted to be engaged by pins 120 and 19, respectiw-ily, on gear 17 to limit the movement of gear 17 in either direction in order to set the semaphore in proper raised orlowcred position. \Vhen thelnotor operates the gear in. the direction of arrow 33, the pit? 120 will engage stop 122 and stop the gear with pitman drawn down and signalblade set at caution, 12. "hen the motor is reversed by changing the direction of current, (by the pole-changer hereinafter described,) the gear will also be turned in opposite direction, (arrow 3 1.) until pin it) engages stop 122, which raises the pitman and sets the semaphore at clear, 1 From either of the two positions the parts including the semaphore will be returned to normal danger position by weight 18 as soon as ciiu'rent through the motor is broken. On a block ($8, secured to frame-plate 69, are mounted spring 61 and contact 62. Above 61 are lugs (53 (at on shaft 32 and normally disengaged from 61; but when gear '17 is turned to either of the other positions one or the other of the lugs will engage 61 and cause it to break connection with 62. 61 and (.12 are, however, also connected with each other through resistance or choke coil 67 by wires 66 (55. The purpose of shunting the current through coil 67 to permit only enough current to pass through the line to hold the gear and signalblade in that position to which they may be turned until such time as the circuit is broken, when weightlS will return all parts to normal position.

Referring now to Figs. and (S, which illustrate a l'luid-pressure cylinder for settii'ig the semaphore in the three positions, when .1 use this cylinder it will be understood I use the reversible motor only for operating the valve which controls the motive fluid for the cylinder and do not use the motor for actuating the semaphore, that being done by the fluidpressure. I here use all the parts shown in Figs. 7 and 8; but instead of pivoting the lower end of pitman to gear 17 I connect this pitman to the piston and connect the shaft 32 of gear 17 with the valve, so that the function of the fluid-pressure is to actuate the signal and the function of the reversible motor is to control and operate the reversingvalve. WVith this form a comparatively weak current through the motor-circuit will operate the valve, and thereby control the signal, while the power for actuating the signal is furnished by the pressure fluid, which may be generated or stored in tanks suitably and conveniently located. Pitman 15 is connected to piston-rod 35 of piston 36 in cylinder 37, which is provided with an upper port 38 and a lower port 39. An L- shaped lever 49, pivoted at and carrying a weight 51, engages pin 53 in slot 52, the purpose being to always return the semaphore to normal danger position and the piston to normal central position in the cylinder when there is no pressure in the cylinder, which is always the case when nocurrent flows through the motor, whereby weight 18 is permitted to return gear 17 to normal position. 41 is an inlet for the motive fluid leading from a supply of fluid under pressure, as from a tank or tanks, to the cylinder, and to control the fluidI provide reversing-valve 40, consisting, preferably, of the tapered plug 43, fitting in casing 42, having a groove 45 communicating at all times with inlet 41 and having an exhaust 44 extending through tap-screw 46, which exhaust normally communicates with both ports to relieve the cylinder and piston from pressure that weight 51 may return piston and signal to normal positions. Upon turning the plug in either direction one ,or the other of the ports will be brought into communication with inlet 41 through groove 45 and cut off from exhaust, and the other port will be brought .into full communication with the exhaust, the effect being to force the piston to one end of the cylinder and set the signal at clear or caution, as the case may be. Plug 43 is coupled, as at 48, to shaft 32, to which gear 17 is keyed, and is therefore operated and stopped in the same manner as the pitman 15. (Shown in Figs. 7 and 8.) Thus by turning the gear and valve (by the motor) in direction of arrow 33 the semaphore will be set at 12 and by turning them in opposite direction at 12", and from either position the signal will be returned to normal position by weight 51 upon breaking circuit through motor, which permits weight 18 to return gear 17, and with it the valve, to their normal position.

To reverse the current through the motor, I employ, in connection with suitable circuits, the automatic pole-changer (shown in Figs. 3 and 4) now explained. Springcontacts 74 and 76 are connected to wire 84 and spring 75, between them with wire 70. The three may be mounted on suitable insulating material 105 on base 104. Two contact-levers 77 and 78, pivoted at 79 and 80, respectively connect with opposite sides of battery ME by wires 83 and 82, respectively, and are suitably spaced apart by insulated connecting-- link 81, whereby they are operable in unison. These contact-levers normally engage springs 75 and 76, respectively, and when moved to second position engage springs 74 and 75, respectively, thus reversing the direction of the flow of current from battery MB through wires 84 and and their connections. To operate the levers, I provide the motor, which in simple form may be constructed as follows: Coil 89 has a core whose poles 91 91 extend at right angles. Secured to the poles are cross-pieces 92 93, between which is pivoted armature-shaft 94, on which is the 'ro tary or oscillating armature 96, to which are secured lever-arm 97, having pin 98 engaging loop 99, depending from lever 78, and the upwardly-extending balance-rod 100, with weight 101. The device may be mounted on a lug 102 on bracket 103, tilted at a proper angle to accomplish the desired results. Normally the parts are in positions shown in full lines; but upon closing the circuit through 89 the armature 96, and with it the lever-arm, balance-rod, and contact-levers, are drawn or thrown to positions shown in dotted outlines. Wire 86 is connected with spring-contact through either one of two routesviZ., through resistance-coil 87, back contact 88, armature 7 2, and wire 70 or through coil 89, front contact 90, armature 72, and wire 70. Two circuits receive current from MB. One may be traced from wire 70' through relay 71, wire 70, contact 75, lever 77, wire 83, MB, wire 82, lever 78, contact 76, and wire 84. The other passes through wire 86, coil 87, back contact 88, (or coil 89 and frontcontact 90,) armature 72, wire 70, spring 75, le-

dition to the current in the left-hand circuit current passes also through the right-hand circuit, the latter will pass through the polechanger motor, with the effect of moving the parts to positions shown in dotted outlines,

thus reversing the direction of How oi currents in both circuits. It is evident, however, that in reversing the currents the circuits are momentarily broken, and herein lies the use of the weighted or balance arm 100 and the pin and loop, for it is seen that these parts must be moved for some distance before the circuits will be broken; but their momentum so gathered will suflice to carrythe levers 77 '78 into complete engagement with springs 7st and 75. The springs take up the jar, are kept bright by the contacting, and serve also, with weight 101, to throw the parts to normal position upon breaking circuit through the pole-changer motor. The armature 72 carries a light backacting spring 107, which is normally out of contact with 90, but so arranged that when circuit through 71 is closed and then momentarily broken although armature 72 falls away from 71 the circuit will not be broken immediately at 90, the circuit being thereupon quickly restored at the pole-changer contact. The complete circuit would also be then restored, for it is clear that were it not for spring 107 the armature would have to fall to back contact to restore the circuits and then be drawn again to front contact. it, again, the parts being in normal position, (no current in either circuit,) the right-hand circuit be closed the current will pass through shunt 8'7 and not through 8.9,for71 not being energized 72 contacts with 88 instead of with 90, and thus the pole-changer is not then atiected, from all which it is seen that When neither or only one oi the two circuits is closed the current will flow in normal direction, but when both circuits are closed the pole-changer will be operated and the currents reversed.

Referring now to Figs. 1 and 2, for each block 1 provide a relay 9, a jiole-changerlc, a local track-battery 4t, a motor-batte y MB, a shunt-coil 87, and an electromagnet or relay 71, together with suitable connections, as set forth. This equipment may be located at any suitable point, and thus A represents the equipment iior block A, B for block B, C for block G, &c. Suitably positioned at each junction of adjoining blocks are semaphores or other suitable signaling devices, one on each side of the track. The right-hand signals control the trains. Thus a train moving in the direction of A B G D E F will be governed by signals at 20, 22, 24:, 26, and 28, and a train traveling in the opposite direction will be governed by the signals at 29, 27, 25, 23, and 21. The signaling apparatus which I prefer to use is illustrated in Figs. 5, 6, T, and 8 and has been hereinbe'fore fully detailed, it being understood that a complete apparatus is provided at each of the signal-stations 20 21 22 23, &c., although for convenience and clearness in illustration 1 have shown only the motors in the diagrams. The wiring for the system may be completed as follows: WVire 70 (block A, for instan cc) leads to signal-motor 21, thence wire 102), as linewire, connects with back contact of armature 85, (of equipment B.) Wire 84: of eacherpiipment leads to the front contact of armature 85 and through said armature to wire 8, which is connected with rail 2, \V ire 80 (of equipment B, for instance) leads as line-wire to motor 20, and thence wire 108 leads to back contact ofarlnature S5,(equipment A.) By interconnecting the various neighboring equipments, batteries, signaling devices, &c., in similar relative manner, as shown in the drawings, the system will be completed.

The motor-circuits may be traced as follows, referring to Fig. 1: conn'nencing with MB, (at B,) through wire 82, through polechangcr, wire 84L, relay-armature 85, wire 8, rail 2, wire 8, (at equipment U',) armature H5, wire 109, motor 22), wire '70, relay 7.1, wire 70, back to pole-changer, wire 8?), to MB. This traces the circuit for the motor at 23. The circuit is normally open at back contact of armature 85 (at equipment (1) with wire 109. The circuit for motor 20, which is supplied from the same battery, is as follows: from ME, (at B,) through wire 82, polechanger, wire 84, armature 85, wire 8, rail 2,...

wire 8, (at equipn'ient A,) armature 85, wire 108, motor 20, wire 86, (to equipn'ient .B,) shunt 87, back contact 88, armature 72, and back through the pole-changer to the other side ot' the battery MB. This circuit is normally open at back contact of armature 85 t at equipment A) with wire 108. .It will be noted that in each motor-circuit I may use one of the track-rails and one line-wiri as conductors.

The operation will be uinlerstood by reference to Fig. 2. Normally, as heretofore stated, when no train is upon the track the motor-circuits are open and the signals stand at danger. It a train comes upon block B, as at 10, the local track-circuit will he shunted through the wheels and axles, and the relay 9 (of equipment B) will be demagnetized, releasing armature 85, which thus breaks contact with Si and closes contact with 108 and 109, thus completing circuits through motors 21 and 22, respectively, from motor-batteries MB at A and C, respectively, as shown by the heavier lines in Fig. 2. N ow the battery and reversible motor are so connected that the current drives the gears in the direction of arrow 34 when the circuit is closed and the pole-changer not operated, and so when the pole-changer is operated the gear would be driven in the opposite direction, arrow 33, and consequently it will follow that while all the semaphores will be normally at danger, as at 200 230 24:0 250, a train coming upon a block, as at 10, block B, as just described, the two signals for that block will be set at clear, as indicated at 210 and 220, respectively, by the operation of motors 21and 23, respectively. These two signals comprise the right-hand signals for this block in whichever direction the train may be moving, and they will continue in this clear position as long as the train is upon the block; butI assume in this paragraph that there is no other train on either the next or the second block from block B. Should another train be upon either the first or second block ahead, different signals will be given, as will now be explained. If while a train is on block B, as just described, a train also comes upon block I), the second block ahead, (see this block in full in i Fig. 1,) the circuit through motor 25 will also be closed, and this circuit passes throiiigh the electromagnet 71, (at equipment C,) which draws armature 72 to front contact 90, thus sending the current of the circuit for motor 22 through the pole-changer coil 89, (at 0",) and thus operating the pole-changer. This reverses the current from ME (at C) through motors 22 and 25, respectively, which causes said motors and the gears driven thereby to be operated in direction of arrow 33, (see Figs. 5, 7 and 8 for details,)and thus to set the semaphores at 22 and 25 in their elevated caution position 12. As these two signals are the controlling-signals for trains upon blocks B and D, respectively, when said trains are approaching each other, it will be obvious that the engineer on each train will know that there isatrain on the second block ahead, provided, however, the trains are traveling toward each other, or if one is following the other it would be suchan indication to the rear train, while the forward train would not be affected, the signal at his right being at clear. If again while a train is on block B, as above described, a train also comes upon block 0, then as the armature 85 (at C) is released and breaks contact with 84 it is seen that the motor-circuit for signal 22 will be broken at 84 85 (equipment G) and that the motorcircuit for signal 23 will be broken at 85 84, (equipment B,) so that these two circuits will both be broken at the points mentioned, notwithstanding the operation of the armatures, which would otherwise result in closing them, and the effect is to permit the weights to return the parts and the signals to their normal danger position at 22 and 23. Of course when trains are traveling toward each other they should not pass the caution-signal, which would be given when one complete block inintervened, and thus it would be impossible for approaching trains to come within one block of each other; but if the trains are traveling in the same direction the rear train might with safety pass caution, though notdanger. It must now be understood that the traine controlled circuit-closer, comprising the relay 9 and armature 85, with front and back contacts in each block, is so arranged as to simultaneously close the circuits controlling the signals for the train upon that block and open the circuits for the signal-motors for the trains on the adjacent blocks, (which are traveling toward tl1elirst-mentioned block.) It is thus impossible for trains on immediately-adjoining blocks to operate the signals between them, for the circuits for both such circuits are broken, and the signals remain at their normal danger position.

The purpose of the resistance-coil 87 is to counterbalance electromagnet 71 in order that the resistance in each of the two circuits supplied from each MB may be equalized at all times to insure proper division of the current through both circuits. It should be further understood as a matter of course that in using the terms circuit and electric circuit and words of similar import I include a suitable source of electrical energy, and the location of such source is quite immaterial unless expressly restricted, and, furthermore, that by the term battery I include any suitable source of electrical energy. Thus the batteries MB may be storage batteries and may be supplied with current from line-wires,

or the various motor-circuits may be connected in multiple with line-wires furnished with current from a power-driven dynamo.

What I claim is- 1. The combination with an electric circuit and an automatic pole-changer therein; of a signaling device, fluid-pressure mechanism for actuating the signaling device, and a reversible motor for controlling the fluid-pressure mechanism.

'2. The combination with a circuit and an automatic pole-changer; of a signaling device, a cylinder, a piston therein and a piston-rod therefor connected with the signaling device, a source of supply of fluid under pressure for the cylinder, a reversing-valve to control said fluid, and a reversible motor in the circuit for operating the valve.

3. The combination with a signaling device adapted to three positions, a cylinder, a piston therein and a piston-rod connected with the signaling device, ports for the cylinder on each side of the piston, a motive-fluid inlet and an exhaust; of a reversing-valve to control the fluid and adapted normally to connect both ports with the exhaust and to close them to'the inlet, and upon operation of the valve in one way to close one of said ports to the exhaust and open it to the inlet, and upon operation of the valve in another way to reverse the connections of said ports with said inlet and exhaust respectively; and means for returning the piston to its normal central position in the cylinder.

4. The combination with a signal-tower, a semaphore 12 pivoted thereon, and a connecting-rod 15; of a cylinder 37, a piston therein and a piston-rod connected to connecting-rod 15, an inlet for the motive fluid, ports 38 and 39 on opposite sides respectivel of the piston; a reversing-valve 40 between the inlet and the said ports comprising a casing through which said inlet and said ports extend, and a plug 4C3 having groove 45 connecting at all times with the inlet and adapted also' to communicate with one or the other of the ports 3 39 according to the way in which it is operated, and an exhaust ext-ending out through the plug and adapted normally to communicate with both ports, and upon operation of the plug to close conmmnication with that port which is brought into communication with the inlet and to retain communi( :ation with the other port; and an L-shaped pivoted and weighted arm, to return the piston and semaphore to normal central positions.

5. The combination with a reversible motor, a pinion on the armature-shaft, a gear 17 meshing therewith, stops to limit the rotation thereof, a weight to return said gear to normal central position, and a pivoted signal-blade and connecting-rod 15; of a cylinder having ports on opposite sides of the piston, a piston therein and a piston-rod connected with the connecting-rod, a weighted lever to restore the signal-blade, piston and connections to normal position, an inlet for the motive fluid, and a reversing-valve to control the fluid.

6. In reversing mechanism for the purposes set forth, the combination of an automatic pole-changer, a reversible motor, a circuit in cluding the pole-changer motor and said reversible motor, a relay for controlling the said circuit through said pole-changer motor, and a second circuit including said relay.

7. 1n reversing mechanism for the purposes set forth, the combination with rails suitably divided into blocks; of two circuits, a signal device for each circuit including a reversible motor, a pole-changer atlecting both circuits but actuated by current in one of said circuits, an electromagnet in the other circuit for controlling the operation of said pole changer, and suitable mechanism for automatically controlling said circuits by the passing of trains over the ails.

8. The combination with a circuit, a polechanger motor therein, and a reversible motor therein adapted to set a signal in three positions; of another circuit including a reversible motor and a relay l'or coiiitrolling the polechanger motor; and a Mile-changer for reversing the How of current in both circuits.

9. The combination with a circuit including a pole-changer motor, and a reversible signal-controlling motor; of a shunt around the pole-changer motor; another circuit including a reversible signal-controlling motor, and a relay for controlling the passage of current in the lirst circuit through the pole.- changer motor or through the shunt; and a pole-changer adapted to reverse the current in both circuits.

10. The combination with a single battery and two circuits connected in multiple therewith, automatic controlling devices for the circuits; of a pole-changer adapted to reverse the current in both circuits simultaneousl,': signal-controlling reversible motor in each circuit; a. polechauger motor in one 01 the circuits and a shunt around the pole-changer motor; and an electromagmzt in theother cir' cuit to control the lirst circuit through the pole-changer motor and the shunt.

11. The combination of two circuits, a sig' Hill-C(illtI'Ollilig' reversible motor and an automatic train-coutrolled eircuit-controller in each circuit; of an automatic pole-changer for reversing the currents in both circuits, inoperable by current in either one, and operable by current in both, of said circuits.

1 The combination of two circuits and a reversible signal-ciintrolling motor in each circuit; of an electrically operated polechanger adapted to reverse the currents in both circuits simultaneously, a motor there- :t'or included in one ol. said circuits, and a shunt around said motor, an clectromagmt in the other circuit having armature T2 adapted to engage at opposite contacts respectively the first circuit through the polechanger motor and through the shunt; a poudcrable armature of the pole-changer motor for sustaining motion during briel interruption ol. the current, and a back-acting spring il on armature 72 to sustain the circuit through the pole-changer motor during the briel interruption of the circuit by the operation of the pole-changer.

13. The con'ibination with a track suitably divided into blocks for the purposes set forth, and a series of signaling devices arranged along the track; of circuits arranged in pairs, one pair for each two alternate blocks, one of said circuits for each block respectively 01 said two alternate blocks, and a reversible signalcontrolling motor in each circuit; automatic train-controlled circuit-controllcrs; an auto-- matic pole-changer For each pair of circuits, adapted to reverse the current in both said circuits simultaneously, and being operable by current in both said circuits at the same time, and inoperable by current in only either one of said circuits.

1%. The combination ol a track suitably divided into blocks as and for the purposes set forth, and a series. of signaling devices ar ranged along the track; of circuits arranger l in pairs, one pair for each two alternate blocks. one of said pair for each one of said two alter nate blocks respectively, and a reversible signal-controlling motor in each circuit; automatic train-coutrolled circuit-controllers; an automatic pole-changer for each pair of circuits adapted to reverse the current in both circuits, and having a motor in one of said circuits, a shunt of said circuit around said pole-changer motor; an electromagnet in the other circuit for con trolling the cu rreut ol the lirst circuit through said pole-changer motor and through said shunt.

15. The combination With a track suitably divided into blocks as and for the purposes set forth, and a series of signaling devices ar' ranged along the track; of circuits arranged in pairs, one pair for each tWo alternate blocks, one of said pair for each one of said two alternate blocks, respectively, and a reversible signal-controlling motor for each circuit; an automatic pole-changer for each pair of circuits; having a motor in one of said circuits, and a shunt around said motor; an electromagnet in the other of said pair of circuits for controlling the flow of current in the first cir- Witnesses.

JUDSON SHOEGRAFT. Witnesses:

C. J. RosEN,

JOSEPH GRoLL. 

